Air-brake mechanism.



No. 841,470. I PATENTBD JAN. 15, 1907'.

W. V. TURNER.

AIR BRAKE MECHANISM.

APPLIGATION FILED JULYG, 190s. RENBWBD APR. 2s, 190e.

M 4 SHEETS-SHEET 1.

N0. 841,470. PATBNTED JANQ15, 1907. W. V TURNER.

AIR BRAKE MECHANISM. APPLICATION FILED JULY, 1903, RBNEWBD APR, 2a, 190e.

4 SHEETS-SHEET 2.

' linux,

,/IIIIIIIIIIIIIIIIIHIII No. 841,470. PATENTED JAN. l5

W. V. TURNER.

vAIR BRAKE MECHANISM.

APPLIGATION FILED JULY s, 1903. RBNEWBD APR,23,1906.

4 SHEETS-SHEET 3.

No. 841,470. PATENTED JAN. 15, 1907.

I W. V. TURNER.

AIR BRAKE MEOHANISM.

APPLICATION FILED JUL'YG, 1903. RENEWED APR, 23,1906.

4 SHEETS-SHEET 4.

'z Zgz @@6663 jzvenwff 4/` Unire srArEs Parra-ivi? orrion WALTER V. TURNER, OF VVILMERDING,PENNSYLVANIA, ASSIGNOR, BY DIRECT AND-`MESNE ASSIGNMENTS, 'lOl THE WESTINGHOUSE AIR BRAKE COMPANY, OF- PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

,am-BRAKE mEoi-mnisru.'

Specification of Letters Patent.

Patented. Jan. 1 5, 1907.

' Application filed July 6, 1903, Renewihpril Zijl. 1906. Serial No. 313.28036.

ordinary brakes of a railway car,and parll ticularly to, the construction and arrangey ment oi an engineers valve by which the air under pressure is furnished the systemand governed or controlled therein, all of which will more fully hereinafter appear.` l

The principal object of'this invention 'is to provide a simple, veconomical and ellicient engineers valve which will allow the engineer, to feel the efl'ect of reduction in air pressure as'he is -makinglit A urther object is to provide a valve of novel-constructionthat will not permit asuddenreduction in train l pipe pressure, or a sudden cutting off of the exhaust. ,Other and further objects of the invention will be apparent from an examina- Y tiono the drawings and the following description and claims. v In the accompanying drawin,f 5sl f Figure 1 is a preferred form-of air-brake vsys-tern to which this invention-is applicable;y

Figure 2 is a vertical sectional elevation'of the brake valve, taken on line 2 of Figure 3 looking in the direction of the'arrow.

Figure 3 is a vertical sectional elevation of the same, taken on line 3 of Figure 2 looking in the direction of tite arrow;

Figure @lis a plan view of the engineers valve it from above;

arts in the fourth position, viz., the position nown as servicef position; 'I

vFigure 9 is a similar view, showing the parts in the fifth position, viz.,'emergency position; 'l Figure 10 is la'perspectivev view. showing the valve seat for the rotary valve ,looking at Figure v1`1`is a perspective view of the ro'-- tary valve looking at it from below; and

Figure 12 is a partial elevation of the lower portion of the valve body, to show the serv-1 ice exhaust port.,

In illustratingland describing these improvements, I have only illustrated yand described thatv which I consider to be new,

taken in connectionwith slcfmuch` that is old as will properly disclose the invention to others and enable those skilled in the art to practice the s'ame, leaving out of consideration other and well known mechanisms,I which, if

set forth herein, would only tend to confusion.

In the use 'of a valve of this construction, I prefer to use itin connection with an airrake system in which there is amain reservoir a, fed directly from an ,airl i ump b through alsupply pipe '6, inwhich.l t ere 1s a feed valve dthat closes communication between; the ,main reservoir and airl pump'w-henq the pressure reaches a predetermined amount', fsay, ninety poundsv to "the :square inch.

This main reservoir, as well as the air pump, l

is connected with a .supplyres'ervoir e by means of a branch vplpe j', in which there soA is interposed a Huid. pressure. controllin valve g. The main reservoir is connecte with an engineers brake v alve h by means of the main reservoir pipe t, and the supply reservoir with the same valve by means of a sup ly reservoir "pipe 7'.V The engineers bra evalve is also connected with the train line b y means of the-train pipe lc. It will be understood that the supplyreservoir containspressure up to seventy'pounds to the' square. inch and that the controlling valve g cutsotf all pressure labove the same, so that the engineer has at his disposal a main reservoir with ninety pounds pressure vto the rco square inch and a supply reservoir with sev enty pounds pressure to the square inch,

' gether by 'bolts o.- y

"ofthe valve body is provided with a valve `which may be fed into the train pipe whenever` required, all as will hereinafter more `fully appear. f

In constructing an engineers brake-valve,

jas shown in Figures 2 to 11 inclusive, l. makeV a valve body composed of threeparts, a botn tom portion l', an'intermediate portion m, and an upper or ca portion n, secured th`e Iintermediate portion seat p, upon which a rotary valve operates land this rotary valve is operatedA y means of a stem portion r having a bearing ortion in the up er part of the valve body an a wedge shape portion s` fitted in' a central recess in the rotary valve. with a valve.' vhandle t, .in turn having a spring-pressed pawl u arranged to contact with stops v', c and v3, on the flange w, of the ulpper part of the valve-body so as to t e engineer in positioning the valve.

The lower part of the valve body is rovided with anexhaust chamber w, in W ich an exhaust slide valve :c operates to open and closela triangular service exhaust port 12 for the train piv e. This exhaust chamber'connects with t e lower part of a piston chamber in which anpe'xhaust piston operates.

' This piston has-a stem z, the shouilders 2 and z' of which operate the exhaust slide valve. It Will be seen that these shoulders permit a certain amountof loose play to the piston before the exhaust slide is operated.4 The piston ,is operated to close the exhaust by means of pressure contained in the train line system below the same and to open it by means of pressure admitted from' the main reservoir above the same, all of which will more fully hereinafter appear.

f The body` of the valve isprovided with lthree passages, 13, 16 and 18, which connect `respectively with the main reservoir, the

train pipe, and the4 supply reservoir. The passage. 13 is adapted to have continuous connection with the chamber 14 at the top of the valve, but the passages 16 and 18 are not so connected, the passa e 16 bein adapted to be. shut ofi by a revo ution ,of t e rotary valve g, and the passage 18 not having any connection with the chamber 14, but being adapted to be connected with the train pipe 16 by means of the passage 17 on the under side of the rotary valve g. Rotary valve vg is provided with the passage 15 (Fig. 3), by means of which passage chamber 14, and consequently the passa e 13, is connected and disconnected with t e assage 16. As

. clearly shown-in Figure 11 t e bottom ofthe rotary valve is provided with -a pluralit of grooves, 17,27 and 29, and as shown in gli f ure 10, the valve seat p is provided with a plurality of openin s 21, 30, and 28, in addition to the revious y mentioned passages 1.6

and 18. c e grooves in the valve and the passages in the valve seat areso arranged The stem is provided guide 'p is admitted on to the piston, and suc plston open and the brakes ar'e set.

relatively that by adjustment of the rotary valve any desired connection may be made, as will be more fully explained hereafter.

The purpose of the groove 17 is to Aconnect the passage 16, with the passage 18, thereby admitting pressure from thesupply reservoir to the train pipe. .Thepurpose of the `groove\29, is to connect the top of the assage 21, in the valve seat, Witli'f'the top o the passage 30 in the valve seatjtvfhich passage 30. has connection to the. outer air as indicated in Figure 10. Connected to one end of the groove 29 is the passage 23 (see Figure 9) extending vertically through the valve, andl adapted to connect the to of the vpassage l21| with the chamber 14. the position shown in Figure 8, connection is made between the main reservoir and the chamber 22 by the passage 1'3,`chamber 14,/

assage 23 and passage 21, whereby ressure is forced down, opening the exhaust valve 12.

In this position of the-valve the passages 23v and 21 are alsoconnected' to the outside air bythe passage 30and groove 29, and as long as the valve remains in this position the air under pressure from lthe main reservoirissues from such passage 30 with a slight hissing,

en the valve is in .l

thereby giving Warning that the exhaust is e passage 16, and the excations of the brake. -The relative position and function of the variousk passages Will be more fully appreciated When taken in connection with a recital ofthe operation, which follows.

Describing the operation ofthe'fsysteiny when the parts of the engineersbrake valve IIO are in their rst position (viz., release position-see Figures 2, 3 4 and 5), or the'position assumed When the brakes are released by l j admitting pressure to the train pipe, and to obtain adirect recharging of the train ipe from the mainreservoir, the .valve bodiy is provided with a port or passage 13 connected with the main reservoir pipe 11, and leads to a chamber 14 above therotary valve, so that air under pressure contained in the main reservoir passesdown through a passage 15 in the rotary valve, which is registeringI with passage 16 in the .valve seat and body-see Figure 3 and is guided through these passages into the train pipe k, and the train line charged or recharged directly from the vmain reservoir and at the pressure contained thereand release the bra es.

1n ip a manner to uickly charge the system It may be stated at this time that this position of the valve will not ordinarily be used, for the reason that the arrangement is such that if .the pressure in the train pipe reaches ,that in the main reservoir it is impossible to exhaust by means of the service exhaust. 'This will appearmore clearly after the description of. the votherA position ofthe valve. .5

Whentheengineer places the valve handle inits second or running position (as shown in Fig. 6),'"the-passages 15 and I6 arejdisconnected, or, in other words,usin'g the technical term, blanked." A t'the saine time agroove 17 the under face of the rotary valve 'connects the supply reservoir passage 18 with the passage 16, which in-tu'rn isconnected with the train pipek, see Figure-1, so that air under pressure of seventy pounds from' thel supply reservoir isjfed through these pas,- sages 18, 1 7 and 16, tothe train pi e and the train pipe pressure maintained" att e desired' amount, vi z.,'seventy pounds `to thesquaro inch, While all other ports and passagesin the time it Will-be seenfsee Figure S-that by means of a by-pass 19 airgunder pressure-'- ytraln pipe pressure-ds fed into the exhaust .chamber w .andy the piston-chamber 20 below the piston @Lto keep the same at;its-'upperI limitof movement and close the'exhaust pas- Sage'l '12 between the exhaust chamber and the atmosphere; and' also thereby. between theatmosphere and the train' line, The systemis now arranged in suc-hi'a' manner that there are ninety pounds .pressure in the main reservoir and seventy pounds'pressure to the square ,inch in the supply reservoir.

.' When the valv handle is-placed in the third or lap position-.as shovmparticu- 'lari-y in? Figure 7--all ports and passages in the lrotary valve seat" andf rotary valve are blanked.

When the parts are placed in the fourth or service position-asshown particularly in Figure 8-a small service application port 21 in the valve seat-'and which leads therefromA Y down into the piston chamber 22 above' the exhaust piston-is brought into communica" tion with the chamber 14 above the. rotary valve by means of a passage-23 extending through the rotary valve, sol that air is free to pass from 'the reservoir pipeI through passage 13, chamber 14 and application passages 23 and '2l to said piston chamber 22, above thepiston therein, to depress it against the tension of -helical spring 24. When the loose play is taken up, the exhaust slide valve is moved so as to graduallyuneover the triangular shaped, exhaust passage 1 2 connecting the exhaust chamber and thereby the train line xvith the atmosphere, so as to 'make a train line reduction in a gradual manner. The`engineer holds the valve at servlce position un- 4lower face ofthe rotary va til'thc requiredreduction is made in the train pipe, and then returns it to thelap positicn blanking the application ports or passages above described. `At Athe same time tv'vol small passages 25 and 26 Which connect the upper partv of the piston chamber 22 With the train line passage 16 are open, so that 'an j This .al'socloses the triangular shaped exhaust passagein.a-gradualmanner, which, on

accountof. 'its eculiar shape, provides for/a'l gradual cut-o of the tram 'lme reductlon,

thereby preventing anysurge of air in the train pipe, as might result were the train line 'enhaust to be cut oli suddenly. If other rednotions fare'required, it will' be seen that the engineer may makejit'by repeating the application and movingtherotary valve to servicev position as often required.

It 'is desirable that the engineer shall -alplacedin service position, 'and in order to give himnotice of such'positlonmg, the passage 23 connects with` a the parts arein the fourth position, above described, a 'portion ofthe air enteringpas-` sage 23 *willl also be 'diverted through this groove-2Q in the lower face of the rotary valve to a minute exhaust'passage 30 contained in the valve seatfandj body, and through which the air may emerge `with aslight hissing noise as longas the'parts are kept in such position.

AIt will'be seen from the foregoing that serv- -'Ways be kept informed when the parts are 7 rove 29 in the f ve, so that-when' lOO ice exhaust is secured by admittingressure` release position this service 'exhaust will' not be' ossible iij main reservoir pressure hasy been o tainedinthe train pipe b the direct connection as described 'for the lease vposition for thereasbn that 1if the train pipe Apressnn'e on the under side of the 'piston .y` is the same as in the main reservoir,

such piston cannot4 be depressed by admitting main reservoir pressure .above the pis- Such lirstor release' position Will therefore not ordinarily be used and when used the valve'will bev heldin such position st .or fre- -to the upper sideoftbe piston y, an as pref 'viously indieat'ed with regard to the first or IIO ITO

only momentarily so that the pressure in the train pipe will'not fully attain that of the reservoir.' It Will be seen after such moment 'tary operation, there Will be no diliculty-in' securing the service exhaust.

The release of the brakes may be accomplished by putting the valve in the first or .releasei position, as described 'above, and

isa

again vpermitting air under-pressure from the main reservoir to ow'directly to the train pipe and restore the pressure therein.

' When an emergency application of the tion, as shown particularly in Figure 9. In'

brakes is pequired vthe rotary valve handle t is moved to the fifth or emergency posithis positionall the ports andl passages from the mlain reservoir to the train pipe are blanked, as are the ports and passages from y the supply reservoir', but the rotary valve seat is moved to such position that a groove- 27 in the lower face thereof lconnects the train line passage 16,'as shovvn,jwith a supplernentary large emergency exhaust passage 28 in the valve seat, thereby permitting a reduction of the train line'pressure through large passages and direct to the atnflosphere.l

Having thus described my invention .and illustrated its use, what l claim as new,'and desire to secure by Letters Patent, is the foll lowmg;

1.` ln combination, a main reservoir for relatively high ressure, a supply reservoir for relatively ower ressure, means for maintaining the ldesir ressure in these reservoirsj a train pipe a an engineersvalve provided with service exhaust means andhaving connection with 'the two reservoirs and theV trainpipe and adapted to connect .the main reservoir with the service exhaust meanswhereby such means are operated.

2. In combination, a main reservoir-tor relatively ghigh pressure, a supply reservoir for relatively low ressure, means for main taining the desir pressure in these reservoirs, a train pipe and anl-'engiineers valve provided with service exhaust -means; normally held closed by pressure from the train pipe and having connections with Vthe twol reservoirs and the train pipe, and tadapted' to connect the Isupplyreservoir With the train pi e' and to connect-the `vrnainjrese'rfl voir wit the service` exhaust means thereby.. v

pressure and opening overcoming the train the exhaust.

3. In combina-tion,` a main reservoir.. for pressure af supply reservoir dpressure, means ton relatively high for relatively ower' maintaining thedesire ressure in theseres' ervoirs, a train pipe, an anaengineeris valve' having connection 'with the reservoirsand-lthe train pipe and adapted to connect; either .ot

- the reservoirs with the trainA pipe-- 4.' In combination, a mein reservan'.v 4foirrelatively high pressure, a supply rsexvoir for lower pressure, means formamtainingthe desired pressure in these reservoirs, a'train pipe, and an engineers valvehavingconne tion with the reservoirs and train pipe-.adapted to. connect either of the reservoirs with the train pipe and to connect the train line pipe to the exhast.

5. In combination, a mainreservoir, forv relatively high pressure, a supply reservoir ply reservoir for' re .train p for relatively lower pressure, an air pump,-

and with the air pump, a train pipe, an en, gin/eers valve body provided with three main` passages connected with the main. and

supply reservoirs and train pi e, 'a-rotatable ve in such engineers valve ody 'provided I' l atively' lower pressurel .dir'ectlyconnected with themain reservoir virithv one passage to connect and disconnecty the Imain reservoir and'train pipe 'so las to supply main reservoir pressure Ior cutfo the same from the train line and asecond passage to connect-the supply reservoir directly Vwith the train pipe and-disconnect the same vduring the movements o'such valve,} sub,` stantially as described. 7. In mechanism of '96 the class described,J

the combinationfof an air pump, a main reservoir for relatively high 'pressure connected therewith, a `supply reservoir4 for relativel low; pressure connected directly with the gineers valve body provided wit an. emer= gency exhaust opcni and with three main passages connected w1th the main' and supply 'reservoirs and train pipe a rotatab valve in such-valve body provided with a .passage-adapted. to connect and disconnect 'pump and mainreservoir, a train" ipe, an enrooY the main reservoir'with the train line, a secf.

ond assage to connect andfdisconnect the "supp y reservoir 'with the train pipe, and' a third passage to connect anddisconnectthe ipe with the emergency exhaust. open-. ving, ysubstantially.as described.-

8. 'In combination, a plurality of 'reserI-"gf `i voi'rs,.means for maintainil'lgy diierent pres'- sures in these reservoirs, attain pipe and an 'engineersf valve .provided with service eX- haust means and having connections, with the resem,mirav and t 'trainpipe, and adapted.

to connect the different reservoirs'with the trainpipe and to connect a high pressurereservoir with the scrvice'exliaust means where by such means are operated.

. v9;'111 comhination,. a plurality of reser-I' ".voirstmeans for maintaining different 'presfilo sures 1n these reservoirs, a train pipe and an cngineers valve provided-` with service ex- .haust means` normally held closed by pres' sure from the train 'pipe'fand'having connections with the .reservoirs and' the train pipe, and adapted to connect the different reservoirs with the train pipe and to connect a high pressure reservoir with the service exhaust means,thereby overcomingthe train line pressure and opening the exhaust.

10. In an engineers valve, means for govermng the service exhaust comprising a valve chamber, a service exhaust port, a slide valve therein, a piston cylinder connected to the valve chamber, an operating piston therefor, a connection between the valve chamber and theftrain pipe whereby one side of the piston is continuously under pressure to hold the slide valve in closed position, and a connection for the other side of the from a high pressure reservoir control ed by the main valve.

ll. In an engineers valve, means for governing the rservice exhaust comprising a valve chamber, a service exhaust port of triangular shape, a slide-valve therein, a piston cylinder connected to the'va-lve' chamber, an operating piston therefor, a connectionbetween the valve chamber and the train pipe whereby one side of the piston is continuously under pressure to hold the slide Avalve in closed position, and a connection for the other side of thepiston from a high pressure reservoir controlled by the main valve.,

12. In an engineers valve, means for governing the service exhaust comprising a valve chamber, a service exhaust port, a slide valve therein, a piston cylinder connected to the valve chamber, an operating piston therefor, a connection between the valve chamber and the train pipe whereby one side of the piston is continuously under pressure to hold the slide valve in closed position, a connection for the other side of the piston from a high pressure reservoir coniston spring held slide valve therein, a piston cylinder connected to the valve chamber, an operating piston therefor, a connection between the valve chamber and the train pipe whereby one side. of the piston is continu'- ously under pressure to hold the slide valve in closed position, and a connection for the other side of the piston from a highpressure reservoir controlled by the main valve.

14. In an engineers valve, means for governin the service exhaust comprising a valve cham er, a service exhaust port, a slide valve therein, a piston cylinder connected to the valve chamber, an operating piston having a lost motion connection with the slide valve, a connection between the valve chamber and the train pipe wherebyv one side ofthe piston is continuously under pressure to hold the slide valve in closed position, and a connection for the other side of the piston from a high pressure reservoir controlled by the main valve. i

WALTER v. TURNER,

Witnesses HARRY IRWIN CROMER, ROBERT H. WILEs. 

